Hybrid compressor device

ABSTRACT

In a hybrid compressor device having a pulley  110 , motor  120 , compressor  130  and control unit  160 , the respective rotary shafts  111, 121, 131  of the pulley  110 , motor  120  and compressor  130  can be independently rotated, and these rotary shafts are connected to a speed change mechanism  150  by which a drive force can be transmitted from one rotary shaft  111  to the other remaining rotary shafts  121, 131  while the rotating speed is being changed. The motor  120  is composed of an IPM motor  120 , in the rotor portion  120   a  of which permanent magnets  122  are arranged, and the speed change mechanism  150  is accommodated on the inner circumferential side of the rotor portion  120   a . The control unit  160  adjusts a rotating speed of the motor  120 , and the rotating speed of the compressor  130  can be increased and decreased with respect to the rotating speed of the pulley  110.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a hybrid compressor device suitablyused for a refrigerating cycle device mounted on a so-called idling stopvehicle, the engine of which is temporarily stopped when the vehiclestops moving.

2. Description of the Related Art

Recently, from the viewpoint of reducing the fuel consumption, an idlingstop vehicle has been brought to market. In an idling stop vehicle, whenthe vehicle stops moving, the engine is temporarily stopped. Therefore,a compressor provided in the refrigerating cycle, which is driven by theengine, is stopped together with the engine. Accordingly, therefrigerating cycle of the vehicle does not function at this time.

In order to solve the above problems, a hybrid compressor is known inwhich a pulley, to which the engine rotation is transmitted, and acompressor are connected to each other via an electromagnetic clutch,and, further, a motor is connected to a rotary shaft of the compressoron the side opposite to the pulley. This compressor device is disclosed,for example, in Japanese Unexamined Patent Publication No. 2000-130323.Due to the above constitution, when the engine is stopped, theelectromagnetic clutch is cut off, and the compressor is operated by themotor. Therefore, irrespective of the operation and stoppage of theengine, the refrigerating cycle device can perform its cooling function.

However, according to the above prior art, as both drive sources, onebeing the engine and the other being the motor, are properly used todrive the compressor, the capacity and structural size of the compressorare determined so that the maximum necessary cooling capacity of therefrigerating cycle device can be satisfied. Especially, in thecompressor which is mainly driven by the engine, for example, a loadwhich is given to the compressor at the time of quick cooling (at thetime of cooling-down) immediately after the start of the engine insummer becomes the maximum necessary cooling capacity. Therefore, thecooling capacity and structural size are set corresponding to thismaximum necessary cooling capacity. Accordingly, the size of thecompressor is increased.

Further, as the motor drives the compressor by taking the place of theengine, it is necessary to provide a motor, the output of which is highand the efficiency of which is high.

SUMMARY OF THE INVENTION

In view of the above problems, an object of the present invention is toprovide a hybrid compressor device, the compressor of which can bedownsized and operated by a highly effective motor capable of generatinga high output.

The present invention provides a hybrid compressor device comprising: apulley (110) driven by an engine (10) of a vehicle; a motor (120) drivenby electric power sent from a power source (20), the rotating speed ofthe motor (120) being controlled by a control unit (160); and acompressor (130) for compressing refrigerant in a refrigerating cycledevice (200), wherein the compressor (130) is operated by a drive forceof the pulley and the motor, the respective rotary shafts (111, 121,131) of the pulley (110), motor (120) and compressor (130) can beindependently rotated and connected to a speed change mechanism (150) bywhich a rotation can be transmitted from one rotary shaft (111) to theother remaining rotary shafts (121, 131) while the rotating speed isbeing changed, the motor (120) is an IPM (Interior Permanent Magnet)motor (120), in the rotor portion (120 a) of which permanent magnets(122) are arranged, the speed change mechanism (150) is accommodated onthe inner circumferential side of the rotor portion (120 a), and thecontrol unit (160) adjusts a rotating speed of the motor (120) so thatthe rotating speed of the compressor (130) can be increased anddecreased with respect to the rotating speed of the pulley (110).

Due to the above structure, it is possible to increase and decrease therotating speed of the compressor (130) with respect to the rotatingspeed of the pulley (110). Therefore, a quantity of discharge per unittime of the compressor (130) can be varied. At the time of cooling-downin which the necessary cooling capacity of the refrigerating cycledevice (200) is maximized, when the rotating speed of the compressor(130) is increased higher than the rotating speed of the pulley (110),the quantity of discharge of the compressor (130) can be increasedhigher than the quantity of discharge of the compressor of the priorart. Therefore, the structural size and discharge capacity of thecompressor (130) can be made small. However, when the rotating speed ofthe compressor (130) is decreased to lower than the rotating speed ofthe pulley (110), the quantity of discharge of the compressor (130) canbe reduced. Therefore, it is possible for the compressor (130) to copewith the necessary cooling capacity of the refrigerating cycle device(200) in the normal running after cool-down has been conducted.

Even when the engine (10) is stopped and the pulley (110) is not rotatedat all, the compressor (130) can be operated by operating the motor(120). Therefore, the cooling function can be continuously provided.

As the motor (120) is composed of an IPM motor, compared with thecommonly used SPM (Surface Permanent Magnet) motor, the compressor (130)can be effectively operated at a high output. As the speed changemechanism (150) is accommodated on the inner circumferential side of therotor portion (120 a), the structural size of the hybrid compressor(101) can be reduced.

In the present invention, it is preferable that the planetary gear (150)is used for the speed change mechanism (150). It is preferable that eachrotary shaft (111, 121, 131) is correspondingly connected to either ofthe sun gear (151), planetary carrier (152) and ring gear (153)composing the planetary gear (150).

As explained in the item Advantage of the Invention, in the presentinvention, the quantity of discharge of the compressor (130) isvariable. Therefore, it is possible to cope with the situation using afixed capacity type compressor (130). Therefore, the manufacturing costcan be further reduced.

Concerning the objective vehicle, the present invention is preferablyapplied to an idling stop vehicle, the engine (10) of which istemporarily stopped when the vehicle stops moving, or a hybrid vehiclehaving a motor used for running, the engine (10) of which is stoppedaccording to a running condition.

In this connection, reference numerals in the parentheses of each meansdenote the corresponding relation with the specific means in theembodiment described later.

The present invention may be more fully understood from the descriptionof preferred embodiments of the invention, as set forth below, togetherwith the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is an overall arrangement view showing a model of therefrigerating cycle device to which the present invention is applied;

FIG. 2 is a sectional view showing a hybrid compressor of a firstembodiment illustrated in FIG. 1;

FIG. 3 is a view showing a planetary gear, wherein the view is taken inthe direction of arrow A in FIG. 2;

FIG. 4A is a control characteristic diagram showing a quantity ofdischarge of a compressor with respect to a necessary cooling capacity;

FIG. 4B is a control characteristic diagram showing a quantity ofdischarge of a compressor with respect to rotating speed Nc of thecompressor; and

FIG. 5 is a collinear diagram showing operational rotating speeds of apulley, compressor and motor.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

(First Embodiment)

A first embodiment of the present invention is shown in FIGS. 1 to 5.First, the specific structure will be explained referring to FIGS. 1 to4. As shown in FIG. 1, the hybrid compressor device 100 is applied to arefrigerating cycle device 200 mounted on an idling stop vehicle, theengine 10 of which is temporarily stopped when the vehicle makes a stopfor a time while it is running. The hybrid compressor device 100 iscomprised of a hybrid compressor 101 and a control unit 160.

In this case, the refrigerating cycle device 200 composes a well knownrefrigerating cycle. The compressor 130 composing the hybrid compressor101 described later is arranged in the refrigerating cycle device 200.The compressor 130 compresses refrigerant in the refrigerating cycle toa high temperature and pressure. The condenser 210 for condensing andliquidizing the compressed refrigerant, the expansion valve 220 forconducting an adiabatic expansion on the liquidized refrigerant and theevaporator (heat exchanger for cooling) 230 for evaporating the expandedrefrigerant so as to cool the air passing in the evaporator itself bylatent heat are successively connected in order by the refrigerant pipe240, and the closed circuit is composed. In this connection, on thedownstream side of an air flow of the evaporator 230, the evaporatortemperature sensor 231 is provided which detects an actual temperatureof the cooled air (temperature T_(e) of the air at the rear of theevaporator).

The hybrid compressor 101 includes: a pulley 110, electromagnetic clutch170, motor 120, compressor 130 and planetary gear 150. Referring to FIG.2, the hybrid compressor 101 will be explained in detail.

The pulley 110 is pivotally supported by the pulley bearing 112 fixed tothe front housing 141. A drive force of the engine 10 is transmitted tothe pulley 110 via the belt 11 (shown in FIG. 1) and rotated beingdriven. The pulley rotary shaft 111 is pivotally supported by thebearing 113 arranged at the center of the pulley 110 and fixed to thefront housing 141.

The electromagnetic clutch 170 is turned off and on. Therefore, a driveforce transmitted from the pulley 110 is transmitted or not transmittedto the compressor 130 via the planetary gear 150. The electromagneticclutch 170 includes: a coil 171 fixed to the front housing 141; and ahub 172 fixed to one end side of the pulley rotary shaft 111. As wellknown, in the electromagnetic clutch 170, when the coil 171 isenergized, the hub 172 is attracted to the pulley 110, and a drive forceof the pulley 110 is transmitted to the pulley drive shaft 111 (Theclutch is turned on.). On the contrary, when an electric currentsupplied to the coil 171 is shut off, the hub 172 is separated from thepulley 110, and the drive force of the pulley 110 is cut off (The clutchis turned off.).

The motor 120 includes a rotor portion 120 a and a stator portion 123and is accommodated in the intermediate housing 142. This motor 120 isone of the characteristic portions of the present invention. This motor120 is comprised of an IPM (Interior Permanent Magnet) motor, in therotor portion 120 a of which the magnets 122 are provided. The secondcharacteristic portion of the motor 1201 s that a space is formed on theinner circumferential side of the rotor portion 120 a so that theplanetary gear 150 can be accommodated in the space. In this connection,the motor rotary shaft 121 is an imaginary shaft shown by one-dottedchain line at the center of the sun gear 151.

The coil 123 a is provided in the stator portion 123. This statorportion 123 is fixed in the intermediate housing 142 being press-fittedonto the inner circumferential side of the intermediate housing 142.When electric power is supplied to the coil 123 a from the battery 20which is used as a power source, the rotor 120 a is rotated beingdriven.

The compressor 130 is comprised of a fixed displacement type compressorin which a discharge capacity per one revolution is set at apredetermined value. More particularly, the compressor 130 is comprisedof a well known scroll type compressor. This scroll type compressorincludes: a fixed scroll 134 which is fixed on the end housing 143 onthe side of the motor opposite to the pulley; and a movable scroll 135which revolves by the eccentric shaft 133 of the rotary shaft 131 of thecompressor.

In the outer circumferential portion, the suction chamber 136 is formedby the engagement of the fixed scroll 134 with the movable scroll 135,and the compression chamber 137 is formed on the central side.Refrigerant, which is sucked into the suction chamber 136 from thesuction port 136 a provided on the side wall of the end housing 143, iscompressed in the compression chamber 137 and then discharged from thedischarge port 138 a provided on the bottom wall of the end housing 143via the discharge chamber 138.

In the present invention, as described later, according to the necessarycooling capacity of the refrigerating cycle device 200, the compressor130 is operated by either the pulley 110 and the motor 120. Therefore,the capacity and the structural size of the compressor 130 arepreviously set to be smaller than the capacity and the structural sizeof the compressor which are necessary when the necessary coolingcapacity is maximized in the single state, that is, the capacity and thestructural size of the compressor 130 are set at about {fraction (1/2)}to {fraction (1/3)} of the capacity and the structural size of the priorart.

The compressor rotary shaft 131 is pivotally supported by the bearing132 fixed to the protruding wall 142 a of the intermediate housing 142which protrudes inside on the side opposite to the pulley. In thisconnection, the other end side of the pulley rotary shaft 111 is engagedwith the compressor rotary shaft 131. Therefore, the compressor rotaryshaft 131 and the pulley rotary shaft 111 can be rotated independentlyfrom each other while being supported by the bearing 115.

The third characteristic portion of the present invention is that therotary shafts 111, 121, 131 of the pulley 110, motor 120 and compressor130 are connected to the planetary gear 150, which is a speed changemechanism, arranged in the rotor portion 120 a.

As shown in FIG. 3, the planetary gear 150 includes: a sun gear 151arranged at the center; a pinion gear 152 a which revolves on the outercircumference of the sun gear 151 while it rotates on its own axis; aplanetary carrier 152 connected to the pinion gear 152 a; and a ringgear 153 further arranged on the outer circumference of the pinion gear152 a.

In this case, as shown in FIG. 2, the pulley rotary shaft 111 isconnected to the planetary carrier 152, the motor rotary shaft 121 (theactual motor rotary shaft 121 is the rotor portion 120 a) is connectedto the sun gear 151, and the compressor rotary shaft 131 is connected tothe ring gear 153. In this connection, the sun gear 151 is pivotallysupported by the bearing 114 so that it can be rotated independentlyfrom the pulley rotary shaft 111.

Between the hub 172 of the pulley rotary shaft 111 and the planetarygear 150 (the planetary carrier 152), a one-way clutch 180, the outercircumferential side of which is fixed to the front housing 141, isprovided. The one-way clutch 180 allows the pulley rotary shaft 111 torotate in the direction of the pulley rotation and does not allow thepulley rotary shaft 111 to rotate in the opposite direction byengagement.

Referring again to FIG. 1, the A/C demand signal, engine rotating speedsignal, environment information signal (the setting temperature signalwhich is set by a passenger, inside air temperature signal and outsideair temperature signal) and evaporator rear portion air temperature(T_(e)) signal sent from an evaporator temperature sensor 231 areinputted into the control unit 160. According to these signals, thecontrol unit 160 controls operation of the above motor 120 and alsocontrols a connection and disconnection of the electromagnetic clutch170.

Specifically, when an intensity of electric power sent from the battery20 is changed, the operational rotating speed of the motor 120 ischanged. When an electric current supplied to the coil 171 of theelectromagnetic clutch 170 is turned on and off, the pulley 110 and thepulley rotary shaft 111 are connected to and disconnected from eachother.

The control characteristics shown in FIGS. 4A and 4B are previouslystored in the control unit 160, and a quantity of discharge ofrefrigerant of the compressor 130, which satisfies the necessary coolingcapacity of the refrigerating cycle device 200, is determined (FIG. 4A),and a rotating speed (compressor rotating speed N_(c)) of the compressor130 for ensuring this quantity of discharge of refrigerant is determined(FIG. 4B).

In this case, the necessary cooling capacity of the refrigerating cycledevice 200 is obtained as a difference between the target evaporatortemperature (the target air temperature) T_(eo), which is calculated bythe operation expression previously determined from the environmentsignals (the setting temperature signal, inside air temperature signaland outside air temperature signal), and the evaporator rear portion airtemperature (the actual air temperature) T_(e). Therefore, the necessarycooling capacity is calculated by the expression of “Necessary coolingcapacity=T_(e)−T_(eo)”. According to an increase in the necessarycooling capacity, the quantity of discharge of refrigerant is increased.

The quantity of discharge of refrigerant is obtained when a capacity ofdischarge of the compressor 130 per one revolution is multiplied by therotating speed N_(c) of the compressor. This quantity of discharge ofrefrigerant is a quantity of discharge per unit time. In accordance withthe increase in the compressor rotating speed N_(c), the quantity ofdischarge of refrigerant is increased.

According to the collinear diagram of the planetary gear 150 shown inFIG. 5, the rotating speed of the motor 120, which will be referred toas motor speed N_(m), is determined from the rotating speed of thepulley 110, which will be referred to as pulley rotating speed N_(p),and compressor rotating speed N_(c). In this connection, operationconducted according to the collinear diagram will be described in detaillater.

Next, referring to the collinear diagram shown in FIG. 5, an operationconducted according to the above structure will be explained below.

In the hybrid compressor 101 of the present invention, when thecompressor 130 is operated by a drive force transmitted from the pulley110, the motor rotating speed N_(m) is adjusted by the control unit 160.Due to the foregoing, compressor rotating speed N_(c) is increased anddecreased with respect to pulley rotating speed N_(p) via the planetarygear 150.

In this connection, the collinear diagram of FIG. 5 shows relationsamong the rotating speeds of the pulley 110, motor 120 and compressor130 which are respectively connected to the planetary gear 150. As wellknown, the coordinate positions of the gears and carriers (the sun gear151, planetary carrier 152 and ring gear 153 from the left) are shown onthe axis of abscissa. The coordinate positions correspond to the motor120, pulley 110 and compressor 130 respectively connected to the gearsand carrier 151, 152, 153.

An interval of the axis of abscissa is determined by the gear ratio λ1between the planetary carrier 152 and the ring gear 153 and by the gearratio λ2 between the sun gear 151 and the ring gear 153. The rotatingspeeds of the gears and the carriers 151, 152, 153 are shown on the axisof ordinate. The three rotating speeds are connected by a straight line.

The control unit 160 calculates pulley rotating speed N_(p) from therotating signal of the engine 10 by using the pulley ratio. Then,compressor rotating speed N_(c) for ensuring the necessary quantity ofdischarge of the compressor 130, which is required from the necessarycooling capacity of the refrigerating cycle device 200, is deteriorated(FIGS. 4A and 4B). Then, on the collinear diagram, motor rotating speedN_(m), which is connected to pulley rotating speed N_(p) and compressorrotating speed N_(c) by a straight line, is determined, and the motor120 is operated at this motor rotating speed N_(m).

First, at the time of cool-down in which the largest compressor capacityis needed, the electromagnetic clutch 170 is turned on, and a driveforce of the pulley 110 is transmitted from the pulley rotary shaft 111to the compressor rotary shaft 131 via the planetary gear 150, and thecompressor 130 is operated. At this time, the one-way clutch 180 is idlyrotated. In this case, as shown by reference sign (a) in FIG. 5, whenthe motor 120 is rotated in the reverse direction to the rotatingdirection of the pulley 110, compressor rotating speed N_(c) isincreased higher than pulley rotating speed N_(p), so that the quantityof discharge can be increased. In this connection, when the motor isoperated so that motor rotating speed N_(m) can be increased, thecompressor rotating speed N_(c) can be increased.

In the normal cooling operation conducted after the completion ofcool-down, the electromagnetic clutch 170 is turned on, and the motor120 and the compressor 130 are operated mainly by the drive force of thepulley 110. At this time, the one-way clutch 180 is idly rotated. Inthis case, when the motor 120 and the compressor 130 are compared witheach other, as the compressor 130 is conducting compression work, anintensity of torque of the compressor 130 is higher than an intensity oftorque of the motor 120. Therefore, as shown by reference sign (b) ofFIG. 5, the compressor 130 is on the low rotating speed side withrespect to pulley rotating speed N_(p), and the quantity of discharge isreduced. On the other hand, the motor 120 is operated as a generator onthe high-rotating-speed side with respect to pulley rotating speedN_(p), and the battery 20 can be electrically charged by the motor 120.In this connection, when an operation is conducted so that motorrotating speed N_(m) can be decreased, compressor rotating speed N_(c)can be increased.

Further, when the engine 10 is stopped, the electromagnetic clutch 170is turned off, and the compressor 130 is operated by a drive force ofthe motor 120. At this time, as shown by reference sign (c) in FIG. 5,when the motor 120 is driven in the reverse direction, the pulleyrotating shaft 111 is going to be reversed in the same manner and lockedby the one-way clutch 180. Accordingly, the drive force of the motor 120is transmitted to the compressor 130. In this case, when motor rotatingspeed N_(m) is increased and decreased, the compressor rotating speedN_(c) is increased and decreased.

In this connection, even while the engine 10 is being operated, when theelectromagnetic clutch 170 is turned off, the compressor 130 can beoperated by driving the motor 120 in the reverse direction in the samemanner as that of the stoppage of the engine 10.

In the case where operation of the compressor 130 is not needed, thecompressor 130 is stopped by turning off the electromagnetic clutch 170and the motor 120.

According to the above structure and the explanation of the operation,the operational effect of the present invention will be explained below.First, when the rotating speed of the motor 120 is adjusted, thecompressor rotating speed N_(c) is increased and decreased with respectto pulley rotating speed N_(p), so that the quantity of discharge of thecompressor 130 can be varied. At the time of cool-down, that is, whenthe necessary cooling capacity of the refrigerating cycle device 200 ismaximized, the quantity of discharge of the compressor can be increasedhigher than that of the prior art by increasing the compressor rotatingspeed N_(c) to higher than pulley rotating speed N_(p). Therefore, it ispossible to previously set the structural size and the capacity ofdischarge to be small. On the contrary, when compressor rotating speedN_(c) is decreased lower than pulley rotating speed N_(p), the quantityof discharge of the compressor 130 can be reduced. Therefore, thecompressor 130 can cope with the necessary cooling capacity of therefrigerating cycle device 200 at the time of normal running after thecompletion of cool-down.

Further, in the case where the engine 10 is stopped because of idlingstop and the rotating speed of the pulley 110 becomes zero, thecompressor 130 can be operated when the motor 120 is operated.Therefore, even at the time of an idling stop, the cooling function canbe continuously exhibited.

In the present invention, by adjusting motor rotating speed N_(m), thequantity of discharge of the compressor 130 can be varied. Therefore, itis sufficient to use a fixed displacement type compressor 130.Accordingly, the manufacturing cost can be reduced.

Further, an IPM motor is used for the motor 120. Therefore, comparedwith an SPM (Surface Permanent Magnet) motor conventionally used, themotor 130 can be highly effectively operated at a high output. As theplanetary gear 150 is accommodated in a space provided on the innercircumferential side of the rotor 120 a, the size of the hybridcompressor 101 can be reduced.

In this connection, compared with an SPM motor, an IPM motor can producea higher output because the IPM motor can use not only the magnettorque, which is original to the IPM motor, but also the reluctancetorque. Further, in the case of the IPM motor, the inductance can beincreased. Therefore, the occurrence of iron loss can be reduced, andthe efficiency can be enhanced.

In addition, as the rotary shafts 111, 121, 131 are respectivelyconnected to the planetary carrier 152, sun gear 151 and ring gear 153of the planetary gear 150, a reduction ratio of the compressor 130 tothe motor 120 can be increased. Therefore, a motor of high speed and lowtorque can be used for the motor 120. Accordingly, the size of thecompressor can be reduced and the manufacturing cost can be decreased.

As both the electromagnetic clutch 170 and one-way clutch 180 areprovided, in the case where the necessary cooling capacity of therefrigerating cycle device 200 is small, if the capacity of the battery20 is sufficiently large, even in the case of operation of the engine10, the compressor 130 can be operated by the motor 120 driven byelectric power supplied by the battery 20. Therefore, the operation rateof the engine 10 is reduced and the fuel consumption can be improved.

(Another Embodiment)

In the first embodiment, the planetary gear 150 is applied to the speedchange mechanism. However, instead of the planetary gear 150, aplanetary roller or a differential gear may be applied to the speedchange mechanism.

The connections of the gears and the carriers 151, 152, 153 of theplanetary gear 150 with the rotary shafts 111, 121, 131 of the pulley110, motor 120 and compressor 130 are not limited to the above firstembodiment but another combination may be employed.

The compressor 130 is not limited to a scroll type compressor of thefixed displacement type. It is possible to use a piston type compressoror a through-vane type compressor. In this connection, in the aboveexplanations, it is explained that the fixed displacement typecompressor is preferably used from the viewpoint of reducing the cost.However, instead of the fixed displacement type compressor, it ispossible to use a variable displacement type compressor. When thevariable displacement type compressor is employed, the quantity ofdischarge can be greatly varied.

When both the electromagnetic clutch 170 and the one-way clutch 180 areprovided, even while the engine 10 is operating, the compressor 130 canbe operated by only the drive force of the motor 120. However, in orderto accomplish the object of the present invention of downsizing thecompressor 130, increasing the output of the motor 120 and enhancing theefficiency, the pulley 110 and the pulley rotary shaft 111 may bedirectly connected to each other, and the electromagnetic clutch 170 andthe one-way clutch 180 may be abolished.

Further, the objective vehicle of the present invention is not limitedto an idling stop vehicle. The objective vehicle of the presentinvention may be a so-called hybrid vehicle having a motor for runningin which the engine 10 is stopped according to a predetermined runningcondition even while the vehicle is running.

While the invention has been described by reference to specificembodiments chosen for purposes of illustration, it should be apparentthat numerous modifications could be made thereto by those skilled inthe art without departing from the basic concept and scope of theinvention.

1. A hybrid compressor device comprising: a pulley driven by an engineof a vehicle; a motor driven by electric power sent from a power source,the rotating speed of the motor being controlled by a control unit; anda compressor for compressing refrigerant in a refrigerating cycledevice, wherein the compressor is operated by a drive force of thepulley and the motor, the respective rotary shafts of the pulley, motorand compressor can be independently rotated and connected to a speedchange mechanism by which a rotation can be transmitted from one rotaryshaft to the other remaining rotary shafts while the rotating speed isbeing changed, the motor is an IPM motor, in the rotor portion of whichpermanent magnets are arranged, the speed change mechanism isaccommodated on the inner circumferential side of the rotor portion, andthe control unit adjusts a rotating speed of the motor so that therotating speed of the compressor can be increased and decreased withrespect to the rotating speed of the pulley.
 2. A hybrid compressordevice according to claim 1, wherein the speed change mechanism is aplanetary gear, and each rotary shaft is correspondingly connected toeither of the sun gear, planetary carrier and ring gear composing theplanetary gear.
 3. A hybrid compressor device according to claim 1,wherein the compressor is a fixed displacement type compressor, thedischarging capacity, per one revolution, of which is set to apredetermined value.
 4. A hybrid compressor device according to claim 1,wherein the vehicle is an idling stop vehicle, the engine of which istemporarily stopped when the vehicle stops moving, or the vehicle is ahybrid vehicle having a motor used for running, the engine of which isstopped according to a running condition.